Nondetonating engine



June 11, 1940. v. F. zAHoDlAKlN NONDETGNATING ENGINE Original Filed June3, 1937 6 5 ffy/1ff/W f A. A A

INVENTOR r WMYWKW/ATTORNEW Patented June 1,1, 1940 PATENT ori-*ics2,203,763 NoNnE'roNAcmiG ENGINE vienen zanoaiakimrresc nun, N. Y.

Original application June 3, 1937, Serial No. 146,267, now Patent No.2,120,344, dated June 14, 1938. Divided and this application June 13,1938, SerialNo. 213,537

c claims. (Crm-173i This invention relates to internal conib'ustionengines and is particularly directed to, improvements in theconstruction of the cylinder head for the purpose of 'eliminatidetonation. This is a division 0f- Ser. N0. 146 67, filed June 3,193'1,A

2,120,344, patented June 14,1938.

'I'he invention is of primary value in connec tion with the,L-head typeof internal combuspresents a much greater problem than in that type ofengine having an overhead valve,known as the valve-in-head type. This istruefor the reason that the flame in the L-,head type travels 1I agreater distance, the spark-plug or point `of ignition being located ata point offset from the cylinder; In the L-headV type of enginecombustion starts at the spark plug and moves across thecombustionchamber until all 'of the mixture gg is burned. As the flame front movesacross the combustion chamber, the pressurefo'f `the unl burned portionof the mixture increases, which, of course, raises the temperature. Atthe same time radiation from the burninglmixture heats u up the unburnedportion.` Obviously, as the temperature of the unburned portion of themixture rises high enough, an explosion occurs-i. e., the unburnedmixture will explode instead ofburning in an orderly fashion. Thisself-ignition createsI a knock or results in thedifficulties ofdetonation withwhich this invention `is concerned.' i

Considerable experimentation and `work have been done in attempts toeliminate `detonation u by varying the design and shape of thecombustion chamber. However, it has been found in all cases that,regardless of the shape of the combustion chamber, when the ratio ofcompression reached a certain degree detonation occurred.

It is therefore an object 'of this inventionto provide an improvedcylinder head which includes a structure eliminating detonation andtherefore `all of its attendant disadvantages, such as exrangement inthe cylinder head whereby the heat dissipating properties of thecombustion chamber increase evenly as the llame wall travels.Evenburning of the fuel is of vital importance in the elimination ofdetonaton. Higher compression B ratios are then possible, with theresults of greater power output and noticeable economy for the fgivendisplacement. tion engine. In the L-head design detonation l0 occurs toa much greater extent and therefore Other objects and certain advantageswill be more fully apparent from a description 'of the 10 accompanyingdrawing, in which:

Fig.` 1 is a transverse sectionalV view taken through an internalcombustion engine of the L-head type incorporating the presentinvention, the section being taken through a cylinder there- 15 of p IFig. 2 is a sectional view taken on line 2-2 of Fig. 1, detailing thearrangement of the spurs or pegs within the water jacket;

Fig. 3 is a transverse sectional view of a cylinlo der head,illustrating a modified form of tlie invention;

Fig. 4 is a transverse sectional View taken similar i0 Fig. 3 andillustrating a, further modification. p l

Referring to the drawing, the engine block is indicated at 5 and thecylinder head at 6. A cylinder of the cylinder block is indicated at 'Iand includes the `usual piston 8. Inasmuch as the present invention isentirely concer-ned with the su problems arising from inefiicientcombustion o`r improper burning of the fuel mixture introduced into thecylinder, the intake passageways in the combustion chamber are shown indetail. The intake passageway 9 enters the side of the cylin- 35 derblock and turns upwardly for entrance into the combustion chamber I0formed as a recess in the bottom of the cylinder head. The cylinder headand cylinder block include the usual water jacket. H

The valve Ii controls the admission of the fuel `mixture to thecylinder. This valve is reciprocably mounted in the cylinder block andhas its head engaging a seat l2 formed in the block by countersinkingthe upper end ofthe intake passageway.` Substantially above the valve ilwill be found a spark plug I3 disposed in the head 6 in the usual mannerwith its point located in the combustion chamber' i0 of the cylinderhead.

A substantial chamber `is provided in the cylinder w head at thatportion between the spark plug and the valve. From this point towardsthe cylinder the wall i5 of the cylinder head-L e., the top of thecombustion -chamber-slopes downwardly toward the top of the cylinder andthen u :continus straight across to form a slight recess of a form in,outline of the curvature of the cylinder as at I8. 'I'his shallow orrelatively fiat recess indicated at I6 may be referred to as a zone inwhich detonation most readily occurs. The wall I referredvto as a topwall of the combustion chamber `includes an arrangement ofheat-dissipating spurs or pegs I1 extending or projecting into the waterchamber thereof.

The upper wall I8 of the cylinder head has one or more' large circularclean-out openings therein. These openings are provided for the purposeof permitting access to the interior of the water chamber in thedissipating spurs or studs for removal of the cores used in the castingprocess. Inasmuch as these spurs are formed by casting, it may benecessary to clean up any unnecessary projection by sand-blasting.v Thisis accomplished through the opening and thereafter through the accessprovided'by said opening it is possible to remove'the same in ground-offparticles. These openings are closed by means of disks 20 seated in theAcountersunk portion 2l. Initially, as shown, the disks are concavefitting snugly vin the countersunk portion 2|. After the core removingand blast cleaning operation these disks are placed in positionandsecured permanently by applying pressure to their surface,

pressing the central portions thereof into thel plane of theouterledges. This operation swages the disks in position.

Again referring to the heat dissipating spurs or pegs, it will be notedthat these spurs increase in height uniformly. Their respective heightsincrease as the distance from the point of ignition increases. As willbe observed in Fig. 2 the spurs are arranged so as to increase and arrange the heat dissipating area proportionately to the tendency towardtemperature rise. The spurs are disposed substantially within the out-Aline of the cylinder and the aggregate areas of the spurs provideincreased heat dissipating areas toward the point A, which is thatportion of the combustion chamber in which the fuel mixture is last toburn.

Referring to Fig. 1 a series of lines emanating from the pointofignitionv are indicated at 22. These are indicated to mark theprogress'of the flame wall. As stated, the letter A indicates thatportion of the combustion chamber in which the fuelmixture is last toburn. Now, as the flame wall progresses across from the point ofignition and ove/@the piston the temperature of thel unburned '.porton,as at A, increases with the refsulting tendency to pre-ignite orexplode. However', this tendency to cause temperature rise is evenlycounteracted by the ability of a top wall of the combustion chamber todissipate the generated heat. It is emphasized that there is perfectproportion between the'two forces at all timesi. e., the tendency towardtemperature rise and y 1 The spurs are tapered to the degreenecessitated by the core operation.

In the modification of Fig. 3 it-will be noted that the studs are ofuniform height and provide arcanos uniform heat dissipating areas.l Ifasumcient number is provided to provide proper cooling of the zone ofdetonation while at the same time maintaining normal temperature oftheinternal combustion engine where detonation does not usually occur. Thespurs are located directlyabove' the zone where detonation usuallyoccurs `and are disposed in parallelism with the axis of the cylinderor, in other words, at 90 to the horizontal wall of the cylinder headdisregarding the sloping portion.

In the design shown in Fig. '4, the cylinder head walls are arranged asin the preceding forms with the exception that the lower wall 23 or topwall of the combustion chamberdecreases in thickness from the point ofignition to the point A- that is to say, the greater the distance thewall is from the point of ignition the less mass it has. In order toproperly support this wall of de-y creased thickness or cross-section,va series of struts 24 is provided disposed parallelto the axis ofthecylinder and between the top and bottom Walls of the head and within thewater jacket. The spaces between these struts decrease as the distancethe struts are from the ignition point increases.

I claim:

1. Ahead for the cylinder block of an internal combustion engine, said.cylinder block including gas` inlet and outletl passageways andcylinders opening to the top ofthe block, said head being of hollow formto provide a water jacket and including recesses in its undersideproviding combustion chambers when disposed on said'block over saidpassageways and cylinders, the vwalls of thecombustion chamberdecreasing in thickness as they fare more distant from the gas inlet,said decrease in thickness occurring substantially constantly along theentire path of flame travel.

2. A head for the cylinder block of an internal combustion engine, saidhead being of hollow' rform to provide a water jacket and including arecess in its underside providing 4a combustion chamberwhen disposed onsaid block, said head recess inits underside providing a combustionchamber when disposed on said block, said headA including means formounting an ignition device toward the s'ide thereof, the inner surfaceof the wall of said recess being smooth and uninterrupted, said wallbeing of reduced thickness providing progressively decreased massv as itis more distant from the means of mounting the ignition device, andstruts between the walls of the recess and the adjacent walls of thewater jacket.l

4. A head for the cylinder block of an internal combustion engine, saidycylinder block including gas inlet and outlet passageways and cylindersopening to the top of the block, said head being `of hollow form' toprovide a water jackettand including recesses in its underside providingcombustion chambers when `disposed on said block over said passagewaysand cylinders, said com- ,sosnes internal surfaces, said combustionchamber walls being of less thickness in cross-section as they arecloser to the tops of the cylinders, and struts be- 5 tween thecombustion chamber walls and the 10 et deilned by. a lower thincombustion chamber wall and an upper wall, and struts between saidwalls, said struts supporting the walls over the entire extent of thelower thin combustion chamber wall.

6. A cylinder head provided with a lower thin combustion chamber walland an upper wall defining a water jacket, and heat-dissipating meansreinforcing said lower wall, said heat dissipating means supporting thewalls over the entire extent of the lower thin combustion chamber wall.

VICTOR-F. zAHoDIAmN.

